Pneumatic-despatch-tube apparatus.



A. W. PEARSALL.

PNEUMATIC DESPATCH TUBE APPARATUS.

APPLIOATION FILED MAY 5, 190a.

14975,?9Q Patented 0%. m, 1913.

4 SHEETS-SHEET 1.

A. W. PEARSALL.

PNEUMATIC DESPATGH TUBE APPARATUS.

APPLIGATION FILED MAY5, 190s.

31 2?5j?91 Patented 001.11, 1913.

4 SHEETSSHEET 2.

A. W. PEARSALL.

PNEUMATIO DESPATOH TUBE APPARATUS.

APPLIOATION FILED MAY5, 1908.

Patented Oct. 14, 1913.

4 SHEETSS1IBET a.

A. W. PEARSALL. PNEUMATIC DESPATGH TUBE APPARATUS.

APPLIOATION FILED MAY 5, 1908.

wwm Patented 00t.14,1913.

4 SHEETS-SHEET 4.

UNHED earns Parana caries.

ALBERT w. PEARSALL, or LOWELL, mAssAenUsE'r'rs, ASSIGNOR To THE LAMsonCOMPANY, or NEWARK, new JERSEY, A CORPORATION or NEW JERSEY.

PNEUMATIC-DESPATCH-TUBE AII-ARATUS.

Specification of Letters Yatent.

ratentedoct. 14,1913.

To all whom it may concern:

Be it known that I, ALBERT W. PEARSALL, of Lowell, in the county ofMiddlesex and State of Massachusetts, have invented certain new anduseful Improvements in Pneumatic-Despatch-Tube Apparatus, of which thefollowing is a specification.

My invention relates to improvements in pneumatic despatch tubeapparatus and particularly to a shifting current or combination vacuumall sealed system.

The object of this invention is to provide means for shifting the aircurrent from one outgoing line or circuit of tubing to another,maintaining a normally sealed air circuit as in an independent type oiapparatus or regular tube line, and to provide a means of single controlfor aplurality of lines.

In the accompanying drawings is illustrated a form of constructionembodying my invention in which Figure 1 is a diagrammatic view of apneumatic despatch tube system showing the controlling mechanism inoperating cnnec-- enlarged side tion therewith. Fig. 2 is an at theelevation of the despatching inlets -cashier-"s or central station. Fig.3 is a- 4 is an enfront elevation of Fig. 2. Fig. he d t upwar largedsectional view of one o despatching' inlets at the cashiers station.

Fig. 5 is a side elevation partly in section of a downward despatchinginlet. Fig. 6

' is a front elevation enlarged of the air inlet timing and controllingmechanism. Fig. 7 is a plan view of Fig. 6. Fig. 8 is a sectional viewon line 88 Fig. 6, and Fig. 9 is sectional view on line 9-9 Fig. 6looking in the direction indicated by arrows.

Like letters of reference refer to like parts throughout the severalviews.

Referring to Fig. 1, C represents the cashiers or central station and Sand 8 represent sales or sub-stations. 1 is a tube for the transmissionof carriers from central station 0 to sub-station S and 2 is a tube forthe transmission of carriers from the central station C to sub-station Ssaid tube 2 being connected with and in communication with the tube 1through apertures 6,. chamber 5 and apertures 4. 3 is a tube fortransmitting carriers from sub-stations S and S to the central station Gand which tube is connected with the tube 2 at sub-station S throughapertures 7 chamber 8 and apertures 9. The transit tube 3 at centralstation G is connected with the usual delivery terminal 10 whichterminal is connected with the usual vacuum drum 12 by a tube 11. 13 isan air inlet tube connected with the transit tubes 1 and 2 at thecentral station C and adapted to be controlled by the normally closedvalve 14 to admit air to said tubes for driving carriers. 15 and 16 aredespatching inlets at the central station 0 for despatching carriers inthe transit tubes respective'delivery terminals for said tubescontrolled by the usual valves 19 and 20. '21 and 22 are ordinarydespatching inlets located at substations S and S respectively forinserting carriers into the tube 3 for transmission.

Mounted in the cylinder 23 is a piston 24 carrying on the upper endthereof an arm 25 to the outer end of which arm is secured i the airinlet valve 14. Connecting the cylinder 23 above the piston 24 with thevacuum tube 11 is a passage 26 and connecting? said cylinder 23 beneathsaid piston with the vacuumtube 11 is a passage or by-pass 27 controlledby an adjustable timing valve 28 and adapted-to normally balance thevacuum on both sides of iston 24 allowing said piston to remain at thebottom oi the cylinder 28. is a passage adapted to admit air to cylinder23 beneath piston 24 and is controlled by the normally closed valve 29attached to the lower end of the lever 30 and which lever is pivoted at31 and carries an arm 32 with an adjustable weight 32 mount-- edthereon.

and carries attached thereto the stem 35 the outer end of said stembeing pivoted at 36 to lever 30. lhis diaphragm 33 is open to theatmosphere on the outer side, the inner side being inclosed by thecasing 34 which is connected with and in communication with the tube 13.

The despatching inlets 15 and 16 at central station C are similar inconstruction, the inlet 15 being in communication with the tube '13 andthe inlet 16 in communication with said tube 13 through a branch airtube 2. 37 is anouter or manually operated valve pivoted at 38 to casingor inlet 15 andB-Q is an inner or automatic valve pivoted at 40 andadapted to control the passage of air through the tube 1. The inlet 16is con- 23 and holding the air inlet valve 14 closed.-

1 and 2 respectively and 17 and 18 are the 1 33' is a diaphragm mountedin casing 34 Y 16 pivoted at 40 41 is a shaft pivoted in and common toboth inlets '15 and 16 and carries the pawls 42 and 42 adaptedtocooperate with latches 43 and 43 respectively on valves 39 and 39 toretain one or the v other of said valves open. 44 is a spring mounted onshaft 41 and adapted to hold said pawls in position to retain one of thelatches 43 or 43*. shaft or pivot 38, said arm being pivoted at 46 to alink 47 having a slot 48 in its outer end. 50 is an armfixed to theshaft or pivot and carrying a'pin or stud 51 mounted in slot 48.

Fixed to the shaft or pivot 38 is an arm pivoted at 46 to a link 47having a slot 48 in its outer end and in which slot is mounted a stud orpin 51 carried on the outer end of an arm fixed to the shaft or pivot40.

The mechanism shown in Fig. 5 is identical with that in Fig. 4 the inletbeing so arranged that carriers may be despatched from the centralstation downward instead of upward.

In the normal position of the apparatus one of the valves 39 or 39 isalways open thereby permitting a circuit of air to be es- 7 tablishedwhen the valve 14 is automatically opened upon the despatching of acarrier. In Figs. 2 and 3 the valve 39* is shown open being retained bythe pawl 49 thereby leaving the transmission tube 2 in communicationwith the air inlet tube 13.

To despatch a carrier from station 0 to sub-station S the operator opensthe valve 37 which through arm 45 causes the link 47 through slot 48 toride on pin 51 without engaging the trip 49 secured to the shaft 41 andreleasing the valve 39 which is already-open (see Figs. 2 and 3).

The carrier 1s now inserted in the inlet 16 and the valve 37 closed. Inthe meantime the opening of said valve'37 destroys the vacuum. in tubes2 and 13 and diaphragm casing 34 releasing the diaphragm 33 which actingthrough lever 30 opens valve 29 ad-.

mitt-ing air through passage 28 and destroying the vacuum in thecylinder 23 beneath piston 24. The vacuum maintained above iston 24permits the atmospheric pressure lieneath to raise said piston 24 andthrough arm 25 open valve 14 thereby admitting through tube 13 andbranch tube 2 atmospheric pressure for driving the carrier through thetube 2 towardthe sub-station S The closing of the valve 37 has increasedthe vacuum in tube 13 and casing 34 sufliciently to move the diaphragm33 inward and through stem 35 and lever 36 has closed valve 29 cuttingoff the admission of air to the cylinder 23 beneath the'piston 24 whichpiston gradually drops by gravity on 45 is an arm fixed to the' stationC to the sub-station S, the operator opens the valve 37 which actsthrough arm 45 and link 47 to engage the trip 49 and move the pawl 42thereby releasing the latch 43 and allowing the valve 39 to closecutting off the portion of the transmission tube 2 between thesub-station S and central station C from communication with the airinlet tube 13. In the meantime the pin 51 is engaged by the end of slot48 and through arm 50 opens the valve 39 when the carrier is insertedinto the inlet 15. The valve 37 is now closed leaving valve 39 openbeing retained by the pawl 42. The diaphragm 33 has been released in themanner heretofore described and the valve 14 opened admitting air anddriving the carrier through tube 1 toward the sub-station S, the valve14 closing and cutting off the admission of air by the time the carrierhas delivered at said station.

In returning a carrier from sub-station S or S the carrier is insertedinto either inlet 21 or 22 causing the valve 14 to open in the mannerdescribed admitting air to the inlet tube 13 which traveling througheither the tube 1 or the tube 2, according to which valve 39 or 39 isopen, enters the tube 3 through apertures 7 driving the carrier to thecentral station C, the valve 14 closing when said carrier delivers atsaid station.

Having thus described my invention and set forth a constructionembodying the same, what I claim as new and desire to secure by LettersPatent of the United States is,-

1. In a pneumatic despatch tube apparatus, a plurality of despatchiugand receiving stations, a plurality of normally closed transit tubesconnecting said stations, means for exhausting the air from said transittubes, a normally closed air inlet adapted to admit air to said tubesfor driving carriers, and means for automatically controllin theadmission of air through said inlet ancI means for switching said air tocreate a flow of the same through any of said transit tubes for drivingcarriers between any of said stations. T

2. In a pneumatic despatch tube apparatus, a plurality of despatchingand receiving stations, a plurality of normally closed transit tubesconnecting said stations, means for exhausting the air from said transittubes, a normally closed air inlet adapted to admit air to said tubesfor driving carriers, means for automatically conemma trolling theadmission of air through. said inlet and means for switching said air tocreate a flow of the same through any of said transit tubes for drivingcarriers between any of said stations, and means for automaticallyclosing said inlet and cutting off the flow of air when there are nocarriers in transit in said tubes.

3. In a pneumatic despatch tube apparatus, a central station, aplurality of substations, an independent normally closed transit tubeconnecting each of said substations with said central station forselectively transmitting carriers from said central station to therequired sub-station, a normally closed return tube connecting saidsub-stations with said central station for the transmission of carriersfrom any of said sub-stations to said central station, connec.

tions between said transit tubes and said return tube, means fornormally maintaining a vacuum in all of said tubes, a normally closedair inlet adapted to admit air to said tubes for driving carriers, andmeans for automatically controlling the admission of air through saidinlet and for switching the flow of air through an of said transit tubesfor the transmisslon 0 carriers between said central station and anyofsaid sub-stations.

4. In a pneumatic despatch tube apparatus, a central station, aplurality of substations, an independent normally closed transmissiontube connecting each of said sub-stations with said central station forselectively transmitting carriers from said central station to therequired substation,

a normally closed return tube connecting said sub-stations with saidcentral station for the transmission of carriers from any of saidsub-stations to saidcentral station, connections between saidtransmission tubes and said return tube, means for normally maintaininga vacuum in all of said tubes, a normally closed air inlet adapted toadmit air to said tubes for driving carriers, means for automaticallycontrolling the admission of air through said inlet and for switchingthe flow of air through for the transmission of carriers between saidcentral station and any of said sub-stations, and means for timing theadmission of air to the'interval necessary for the transmission of thecarriers. o I

5. In a pneumatic despatch tube apparatus, a plurality of despatchingand receiving stations, a pluralityof normally closed transit tubesconnecting said stations, means for normally maintaining a vacuum insaid transit tubes, a normally closed, air inlet adapted to admit air tosaid tubes for driving carriers, and air-controlling means, a

portion of which is adapted to be automaticallyoperated by a fluctuationof said vacuum to' admit airthrough said inlet and a portion of which isadapted to switch the any of said transit tubes each of said orifices,

so admitted air to any of said transit tubes for transmitting carriersbetween any of said stations and means located on each of said transittubes for creating a fluctuation in said vacuum.

6. In a pneumatic despatch tube ratus, a plurality of despatching andreceiv ing stations, a plurality of normally closed transit tubesconnecting said stations, means for normally maintaining a vacuum insaid transit tubes, a normally closed air inlet adapted to admit air tosaid tubes-for driv ing carriers, air-controlling means, a por tion ofwhich is adapted to be automatically operated upon a fluctuation of saidvacuum appato admit air through said inlet and another a I portion ofwhich is adapted to switch the so admitted air to any of-said transittubes for transmitting carriers between any of said stations, and meansfor timing the admission of air to the interval necessary for thetransmission of the carriers and means located on each of said transittubes for creating a fluctuation in said vacuum for actuating saidswitching portion of said air controlling means.

7. In a pneumatic despatch tube apparatus, a plurality of transmissiontubes each provided with an inlet orifice, a movable closure for each ofsaid orifices, an air in let adapted to admit air to said tubes fordriving carriers, and means for automatically controlling the admissionof air through said inlet and for shunting the flow of air therefromthrough the tube the closure of which has been last actuated.

8. In a pneumatic despatch tube apparatus, a plurality of des atchingand receiving stations, a plurality oi normally closed transit tubesconnecting said stations, means for exhausting the air from said transittubes, a normally closed air inlet adapted to admit air to said tubesfor driving carriers, means for controlling the admission of air throughsaid inlet, and means, the parts of which are opcrativelyinterconnected, forshunting said air to create a flow of the samethrough any desired transit tube for driving carriers between stations.

9. In a pneumatic despatch tube apparatus, a plurality of transmissiontubes each provided with an inlet orifice, a closure for each of saidorifices, means for admitting air to said tubes when said orifices areclosed, and an air directing device, co-acting with said closures forshunting air from said admitting means for the same into one or anotherof said tubes, according to which of said closures has been'last opened,said device. being common to said plurality of tubes.

10. In a pneumatic despatch tube appara- 'tus,-,a plurality oftransmission tubes each provided with an inlet orifice, a closure formeans for admitting &

air to said tubes when said orifices are closed, a device, co-actingwith said closure for shunting air from said admitting means for thesame into one or another of said tubes, according to which of saidclosures has been last opened, and means for controlling the flow of airthrough said admitting means. I

11. In a pneumatic despatch tube apparatus, a plurality of transmissiontubes each provided with an inlet orifice, a closure for each of saidorifices, means for admitting air to said tubes when said orifices areclosed, a device, co-acting with said closure for shunting air from saidadmitting means for the same into one or another of said tubes,according to which of said closures has been last opened, and automaticmeans for controlling the fiow of air through said admitting means.

12. In a pneumatic despatch tube apparatus, a plurality of transmissiontubes each provided with an inlet orifice, a closure for each of saidorifices, means for admitting air to said tubes when said orifices areclosed, a device, co-acting with said closure for shunting air from saidadmitting means for the same into one or another of said tubes,according to which of said closures has been last opened, and automatictime element means for controlling the flow of air through saidadmitting means.

13. In a pneumatic despatch tube apparatus a plurality of transmissiontubes each provided with an inlet orifice, a movable closure for each ofsaid orifices, an air inlet adapted to admit air-to said tubes fordriving carriers, and means for .automaticall controlling the admissionof air throng said inlet bya variation in pressure'in a part of saidapparatus and for shunting the fiow of air from said inlet through thetube the closure of which has been last actuated, said actuation of saidclosure normally developing the variation in pressure capable ofrendering operative said automatic controlling means, for the purposeaforesaid.

14. In a pneumatic despatch tube apparatus a plurality of transmissiontubes each provided with an inlet orifice, a closure for each of saidorifices, means for admitting air to said tubes when said orifices areclosed, a device, co-acting with said closure for directing air fromsaid admitting means for the same into one or another of said tubesandaway from a tube into which it has previously been free to flow,according to which of said closures has been last opened, and' means forcontrolling the flow of air through said admitting means.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses, this 1st day of May A. D. 1908.ALBERT W. PEARSALL.

Witnesses: 1

I. G. BARTLETT,

A. L. MESSEO.

